Engine.



0. L w n 1 m 8, L w/- Y T A m M H Jp D s u m N n /w e m m R 0 man BNmMmm. .NF GEM n u o u D.. P

Anonzw. s. amm mrmuwosmmmm wAsmNsron. u c.

PATENTED MAY 8, 1906. E. C. MEYER.

ENGINE.

APPLIUATION FILED 13110.26. 1902.

6 SHEETS-SHEET 2.

maniw. a. annum co4. mm-umonmrmu wAsNmnTon, n. c.

No. 819,905. PATENTED MAY 8, 1906. E. C. MEYER. ENGINE.

APPLICATION FILED DEO. 26, 1902.

8 SHEETS-SHEET 3.

non

Ew .5, Mu cv, rnomumocuvuzns. wAsHmGrw, D. c.'

PATENTED MAY 8, 1906.

E. C. MEYER.

ENGINE.

APPLIGATION FILED :050.26.1902.

6 SHEETS-SHEET 4,

j 297555 55.- @575ML No. 819,905. PATENTED MAY 8. 1906 E. C. MEYER.

ENGINE.

APPLICATION FILED DEC.26,1902.

6 SHEETS-SHEET 5 No. 819,905. PATENTED MAY 8, 1906. E. C. MEYER.

ENGINE.

APPLICATION FILED DEO.26,1902.

6 SHEETS-SHEET 6.

QXWQ, 17% M2M jf@ r 7? 6j.

ANaREw. B. GRAHAM co.. Pwnmuwoumwsns. msnm aaaaaaa c.

NITED STATES PATENT OFFICE,

ERNEST C. MEYER, OE CLEVELAND, OHIO, AssICNoR TO THE CLEVELAND PNEUMATICTOOL COMPANY, OE CLEVELAND, OHIO, A CORPORATION OF OHIQ.

ENGINE.

Specification of Letters Patent.

Patented May 8 1906.

Application filed Deucmber 26, 1902. Serial No. 136,714.

T0 t/f zzz/2,0771, t may concern.-

Be it known that I, ERNEST C. MEYER, a' citizen of the United States,and a resident of Cleveland, county of Cuyahoga, and State of Ohio, haveinvented certain new and useful Improvements in Engines, of which thefollowing is a specification, the principle of the invention beingherein explained and the best mode in which I have contemplated applyingthat principle, so as to distinguish it from other inventions.

The annexed drawings and the following description set forth in'detailone mechanical form embodying the invention, such detail constructionbeing but one of various mechanical forms in which the principle of theinvention may be used.

In said annexed drawings, Figure I represents an axial section of myimproved engine, showing it constructed for use as a drilling or boringengine and showing the Valve in position to cause the engine to drivethe drill in the boring direction; Fig. II, an axial section of theengine, showing the valve in the reversing position; Fig. III, avertical section of the valve-chamber with its bushing removed; Fig. IV,a similar section looking in the opposite direction; Fig. V, ahorizontal section through the upper pair of cylinders; Fig. VI, avertical section through the two cylinders nearest to the observer; Fig.VII, an axial section through the valve and valve-chamber, showing thevalve in position to cause the engine to drive the drill in the boringdirection; Fig. VIII, the same View, but illustrating the valve inposition to stop the engine; Figs. IX and X, side views of the Valve;Figs. XI, XII, XIII, and XIV, transverse sections, respectively on thelines XI XI, XII XII, XIII XIII, and XIV XIV in Fig. IX Fig. XV, anaxial detail view of the center of the engine, showing the device forforcing the drill out of its socket; Fig. XVI, a horizontal sectionlooking downward of the valve-chamber with the bushing removed; Figs.XVII and XVIII, a side View and end view, respectively, ofthe bushingfor the valve-chamber; andv Fig. XIX, a transverse vertical section onthe line XIX XIX in Fig. I of the rotating valve.- A Y The engine whichembodies my present invention is illustrated as applied to a portabledrilling-machine, usually termed an airdrill, on account of compressedair being the generally-used motive fluid, and of the type termedpiston-drill, on account of the employment of one or more pistons andpiston-cylinders to give rotary motion to the drill or boring-tool fromthe reciprocations of such'piston or pistons. The engine is applicable,however, to all purposes where rotary motion is to be produced from theaction of a motive fiuid, such as in reamers,'flue-expand ers, hoists,or any other purpose vwhere an engine is employed.

In the description ofthe engine the normal direction of rotation istermed forward and the contrary direction is termed reverse The engineis inclosed within a casing formed with four parallel cylinders 1, 1b,1C, and 1d, arranged one pair above the other and having their openinner ends opening into a crank and shaft chamber 2, closed at one sideby a removable cover 3. Beneath the cylinders is formed a gear-chamber4, having one side opening into the lower end of the crank and shaftchamber. The bottom of the gearchamber is formed with a central bearing5, in which a shaft 6, formed with a tool-socket 7, is journaled. Acog-wheel 8 is secured to this shaft above the bearing, and athrust-collar 9 is formed on the shaft above the cogwheel.

The socket has a transverse slot 10 at its upper end for the receptionof the nib of the drill. A sleeve 11 is fitted around the slottedportion of the shaft. An annular ball-race 12 is formed in the center ofthe top of the gear-chamber and has a hardened lining 13, rectangular incross-section. Said ball-race is above the thrust-collar 9, and a sleeveor annular fiange 14 is secured to form aninner wall for the ball-race.Antifriction-balls 15 are interposed between the thrust-flange and theannular ball-race. The upper end of the shaft 6 is journaled in acentral bearing 16. A pin 17 is fitted to slide in an axial bore in theupper end of the shaft and projects down into the slot of thetool-socket. A yoke 18 is secured to the upper end of said pin, and thelower end of a feed-screw 19 may bear against the upper side of saidyoke. The feed-screw is threaded in a sleeve or screw-bearing 2() in theupper side of the engine-casing. When the drill is inserted in thesocket, the nib .of the drill-shank pushes the pin and yokeup-v IOOward. When it is desired to remove the drill from the socket, thefeed-screw may be screwedinward until it will push the yoke and pindownward, and thus force the drill out of the socket. The feed-screw hasthe usual handle 21 for turning and a bearingpoint 22, which may restagainst whatever abutment is provided to support the drill and form arigid support for the feed-screw. A trunk-piston 23 slides in each ofthe cylinders and has a connecting-rod 24 pivoted to its bottom. Theouter ends of each pair of connecting-rods are pivoted to diametricallyvopposite cranks 25 upon two crank-shanks 26{journaled in verticalbearings 27 upon the coverf3 of the crank and shaft chamber. Thecranksof one crank-shaft are at right angles to the 'cranks of the othershaft, so that` the four cranks will be at right angles to each other.rIfhe lower ends of the crank-shafts have pinions 28, which mesh withthe cogwheel 8. The outer ends of the cylinders are closed by means ofcaps 29, preferably screwed into said ends, and ports 30a, 30h, 30C, and30d are formed at said ends of the cylinders. A valve-chamber is formedin the web uniting the four cylinders and has a tubular bushing 31secured in it. A cylindrical valve 32 is fitted to rotate and slide insaid bushing and has an axial bore 33 through it. A stem 34 fits intosaid bore and has a key 35 through it, the ends of which fit intogrooves i 36 in the bore of the valve, so that the valve may rotate withthe stem and slide in its longitudinal relation to the same. Thevalvestem is journaled in a horizontal bearing 37, supported from thecover of the crank and shaft chamber, and a bevel-gear 38 is securedupon the ends of the stem. This bevel-gear meshes with a bevel-gear 39upon the upper end of a shaft 40, journaled in a vertical bearing 41upon the cover. The lower end of this shaft has a pinion 42, whichmeshes with the cog-wheel. The valve will thus be rotated from thecog-wheel which is rotated from the reciprocations of the pistons. Acoiled spring 43 is placed around the valvestem and bears against thevalve and the bearing for the stem, forcing the valve outward. The outerend of the valve normally abuts against a handle-tube 44, screwed intothe side of the engine-casing, and said tube has a collar 45 securedupon its outer end. A sleeve 46 has acontracted inner portion 47 fittedupon the tube, and a coiled spring 48, within the sleeve, bears againstthe collar upon the handle tube and the shoulder formed by thecontracted portion of the sleeve, so as to normally force the sleeveinward upon the tube. An exhaust-tube 49 fits in the handle-tube and hasits inner end bearing against the end of the valve. The outer end ofthis exhaust-tube is enlarged, and the `valve end of the handle-sleeve46 is screwed upon this enlargement so that the exhaust-tube andhandle-sleeve move 'together. The inner contracted end of thehandle-sleeve has a spiral edge 50 of one convolution and bears againsta stud 51, secured in the handle-tube. A notch 52 is formed at thehighest end of the s iral edge to engage the stud and hold the s eeve inits outermost position, holding the valve in the outermost and normalposition for forward revolation of the engine. A notch 53 is formed atthe lowest point of the spiral edge to engage the stud and hold thesleeve in its innermost position, holding the valve in the innerpostposition for reverse revolution of the engine. A notch 54 is formedmidway between the two notches to engage the stud and hold the sleeveand valve in an intermediate position, when the latter will close theexhaustorts, and thus stop the engine, as will be exp ained later.

A handle 55 is secured in the removable side cover of the engine-casingdiametrically opposite the exhaust-handle, so that the engine may bemanually handled and held by said two handles. The valve-chamber has anannular inlet-chamber 56 near its inner end, into the bottom of whichchamber an inlet-chamber 57 leads. A nipple 58, having a stop-cock orthrottle-valve 59, is secured in the engine-casing to lead into theinlet-chamber, and said nipple is threaded for the attachment of anair-hose or other flexible connection to the supply of motive fluid. Thebushing 31 in the valve-chamber has four ports 6() at right angles toeach other, which ports communicate with the inlet-chamber, and thus arethe live-air ports of the valvechamber. In hereinafter referring to thefour cylinders in describing the valve and valvechamber parts and theiroperation the terms forward and rear and upper and lower will be appliedwith the supposition that the observer is standing in front of themachine when held as in Figs. I and II, so that in the section Fig. XIXthe left-hand cylinders are the forward cylinders and the right-handcylinders the rear cylinders, the

sections being taken looking toward the exhaust-handle. The bushing inthe valvechamber has four ports 61, 62, 63, and 64, the upper one 61 ofwhich communicates with a recess 65 in the valve-chamber wall, extendingforward from the vertical axial plane of the chamber and communicatingwith a channel 66, which opens into the port 30a of the upper forwardcylinder la. The rear lateral port 62 opens into a recess 67 in thevalvechamber wall, which recess extends rearward from the vertical axialplane of the chamber and communicates with a channel 67 a, whichopensinto the port 30b of the upper rear cylinder 1b. The forward lateralport 63 opens into a recess 68 in the forward side of the valve-chamber,which recessextends outward, then downward at a right angle, then IOOIIO

across rearward under the bushing, where it communicates with arearwardly and inwardly inclined channel 69, opening into the port 30cof the rear lower cylinder 1C. The lower port 64 opens into a recess 70in the bottom of the valve-chamber, which recess extends across forwardunder the bushing and opens into a forwardly and outwardly inclinedchannel 71, opening into the port 30d of the forward lower cylinder 1d.The cylindrical valve has a rectangular recess 72 extending around thevalve slightly in excess of one-fourth fof its 'periphery and extendinglongitudinally of the valve, so as to bring the two sets of ports incommunication with each other when the valve is in the normalpositionwith its outer end abutting against the exhaust-handle tube, asshown in Fig. VH. This recess is the feed-recess when the valve is inits normal position, bringing the cylinder-ports of thev valve-bushingsuccessively into communication with the live-air ports of the bushingYas thevalve is rotated, and thus successively conveying live air to theseveral cylinders. Whenthe valve is shifted inward to reverse theengine, this recess remains in communication with the live-air ports ofthe bushing, but makes'no connection with any distri'buting-ports,'asshown in Fig. II. The circumferential width of the feed-recess issuiciently in excess of one-fourth of the entire circumference ofthevalve to admit of one port being fully in communication with therecess, while the adjoining port is partly in communication with therecess. A similar recess 7 3 is formed o n the opposite side of thevalve and at a distance from the inner end of the valve equal tothedistance of the recess 72 plus the length of the inward throw of thevalve when the latter is shifted to reverse. This recess serves as anexhaust-recess when the valve is in its normal position, beingsuccessivelybrought to connect with the distributing-ports orcylinder-ports of the valve-bushing as the valve is rotated to receivethe exhausting air and convey it to the interior bore of the valve andthen out through the exhaust-handle through a slot 7 4 through itsbottom and nearvthe inner end of the recess. This slot is so locatedthat it will be closed by thevalve-stem when the valve is slid inward toreverse, so that the recess may then act as a feed-recess, being then inposition to connect the live-air ports and the distributing-ports in thesame manner as the first recess when the valve is in its normalposition, all as shown in Fig. II. This feed and exhaust recess 73 isnearer to the leading edge ofthe feed-recess than to the rear edge ofthesame considering the normal rotation of the valve, and the forwardedge of the former recess vhas a notch 75 at the point normallyregistering with the distributingports, so as to make thecircumferential aree of the recess for exhaust lpurposes greater thanthe live-air or feed area and give the exhaust a lead over the feed.

A short recess 76 is formed in the saine side of the valve as thefeed-recess 72 and forms an exhaust-recess when reversing. The forwardedge of this recess is in line with the forward edge of the feed-recess,and the rear edge of the recess is beyond the rear edge of saidfeed-recess, the circumferential width of this exhaust-recess beingequal to the circumferential width of the exhaust portion of the feedand exhaust recess and the relative position of this exhaust-recess tothe feed and exhaust recess being the same as the relative position ofsaid latter recess to the feed-recess. This exhaust-recess has a slot 77through its bottom and into its interior bore to allow the exhaust-airto pass from the recess and out through the exhaust handle. When thevalve is in its normal position for forward revolution, thisexhaust-recess registers with the solid portion of the valve-bushing andis consequently idle. When the valve is pushed inward to reverse, theexhaust-recess registers with the distributing-ports in the bushing andcooperates with the feed and exhaust recess, which then operates as afeedrecess.

In practice, assuming the engine is being employed as an air-drill, themachine is either grasped by the handles and held and fed to the work orthe machine is placed with the end of the drill against the work and thefeed-screw is brought to bear against a suitable rigid abutment, so asto enable the drill to be fed into the hole it is drilling by means ofthe feedscrew. The air-hose is connected to the inlet-nipple, and thecock in the same is opened. Compressed air will now iiow into theinletchannel and recess and will pass through the live-air ports in thevalve-bushing as said ports are uncovered by the feed-recess in thevalve, the valve being in its outer position, as shown in Fig. I. Wewill assume that the valve is first 1n the position illustrated in Fig.XIX, where the distributing-port to the upper forward cylinder is Ijustopened to the feed-recess and live air is entering the same, drivingthat piston outward.` The forward lateral distributing-port which feedsinto the lower rear cylinder is also open to the feedrecess, and thepiston in said cylinder is also driven forward, the former piston,however, being at the beginning of the first quarter and the latterpiston being at the beginning` of the second quarter of the crankrevolution. The lower forward and the upper rear cylinders areexhausting. After the valve rotates further the port for the upperforward cylinder still receives live air to finish the first quarter ofthe crank-throw but live air is cut off from the lower rear cylinder,where the piston finishes the second quarter of the crank-throw byexpansion. The other two cylinders still exhaust. After further rota-IOO TIO

IIS

tion of the valve the upper forward cylinder still receives air, thelower rear cylinder continues to actuate its piston by expansion, thelower forward cylinder still exhausts, and the upper rear cylinder hasits exhaust cut off, the piston therein being at a standstill ready toadvance when live air is admitted. In the next position the live air isbeing cut off from the upper forward cylinder to allow expansion to nishthe second quarter crank-throw, the lower rear cylinder exhausts on thebeginning of the third quarter crank-throw', the upper rear cylinderreceives air to begin the first quarter of the crank-throw, and thelower forward cylinder exhausts on the last quarter of the cr ank-throw.In the next position the live air is cut off from the u per forwardcylinder in which expansion will be employed to finish the secondquarter of the crank-throw, the lower rear cylinder is exhausting in thethird quarter of the crankthrow, the upper rear cylinder receives airfor the first quarter of the crank-throw, and the lower forward cylinderexhausts on the last quarter of the crank-throw. In the next osition theupper forward cylinder still has live air cut off from it, and itspiston is at the end of its outstroke at the finish of the secondquarter of the crank-throw, the lower rear cylinder is exhausting at thebeginning of the last quarter of the crank-throw, the upper rearcylinder receives air for the beginning of the second quarter of thecrank-throw, and the lower forward cylinder has exhaust cut off and itspiston at the end of its instroke ready to begin its outstroke onadmission of live air behlnd it. In the next position the upper forwardcylinder begins to exhaust and its piston begins the instroke at thebeginning of the third quarter of the crank-throw,

the lower rear cylinder exhausts on the lastv quarter of thecrank-throw, the upper rear cylinder begins to have its air-feed cut offon the second quarter of the crank-throw, and the lower forward cylinderhas live air admitted 4to begin the outstroke of its piston at thebeginning of the first quarter of its crankthrow. In the next positionthe upper forward cylinder exhausts for the instroke ofthe piston, thelower rear cylinder exhausts on the last quarter of the crank-throw, theupper rear cylinder has its feed cut off and its piston is forced out byexpansion on the last quarter of the crank-throw, and the lower forwardcylinder has live air admitted to continue the outstroke of its pistonon the first quarter of its crank-throw. In the next position the upperforward cylinder exhausts, the lower rear cylinder has exhaust cut offand its piston at the end of its instroke, the upper rear cylinder iscut off from feed and operates by expansion, and the lower forwardcylinder has live-air feed. In the next the lower rear cylinder receiveslive air to begin its outstroke, the up er rear cylinder exhausts, andthe lower orward cylinder receives live air. In the next position theupper forward cylinder still exhausts, the lower rear cylinder receiveslive air, the upper rear cylinder exhausts, and the lower forwardcylinder is cut off to admit of the outstroke of the piston continuingby expansion. In the next position the upper forward cylinder hasexhaust cut off and its piston standing still, preparatory to again oforward, the lower rear cylinder receives live air, the upper rearcylinder exhaust-s, and the lower forward cylinder is still cut off toact by expansion. In the next position one cycle of the valve and of thepiston and cranks is completed.

The recesses of the valve, which are operative in the forward rotationof the engine, are the feed-recess and the feed and exhaust recessoperating as exhaust-recess with its exhaust-port uncovered by thevalve-stem. During the entire revolution of the valve there is neverless than one cylinder open to the live air, and when the cranks of oneshaft are on the center one of the cylinders actuating the cranks on thequarter is fully open to live air, so that the engine will not have anydead-center. The space between the rear edge of the exhaust-recess andforward edge of the feedrecess is shorter circumferentially than thespace between the rear edge of the feed-recess and forward edge of theexhaust-recess, so that the change from exhaust to feed is quickly made,while a longer interval of expansion takes place between feed andexhaust.

When it is desired to stop the engine, the cock which serves asthrottle-valve may be turned to close the air-supply; but it is'preferable during thecontinuous use of the engine to utilize thecontrolling handle formed by the sleeve upon the exhaust-pipe. Duringforward motion of the engine the controlling-handle is in its outermostposition, keeping the valve in its outermost position, the highest notchupon the handle-sleeve engaging the stud. When'the engine is to bestopped, the handle-sleeve is rotated to bring the middle notch intoengagement with the stud. This will bring the valve into an intermediateposition, as shown in Fig. VIII, in which position the recess in thevalve will be brought out of register with the live-air ports anddistributing-ports, and the exhaust-opening in the feed and exhaustrecess will be closed by the valve-stem, and the exhaust-opening in theexhaust-recess will be brought to register with the solid portion of thevalve-bushing, so that both feed and exhaust will be cut off from thecylinders and the engine will be stopped. Intermediately between thefull forward-movement position and the stop position of the valve thelatter position the upper forward cylinder exhausts, may be held so asto distribute limited feed IIO IIS

of live air and exhaust of spent air, thereby controlling varied forwardspeed of the engine.

When the engine is to be reversed, the controlling-handle sleeve isrotated to have the lowest notch engage the stud and to thus push thevalve to its innermost position against the spring. This will place thefeed-recess in register with the live-air ports alone withoutcommunication with the distributingports, will place the feed andexhaust recess so as to close the exhaust-opening and to connect thelive-air and distributing ports, and will bring the. exhaust-recessinregister with the .distributing-ports?. The ports which during thepreceding forward motion were exhausting will thus feed and the portswhich were feeding will exhaust, thereby reversing the motion of theengine. This is illustrated in Fig. II.

While this engine is illustrated as applied toa portabledrilling-machine, it'is evident that it may be used for any purposewhere rotary motion is required, and while compressed air is referred toas the motive fluid any other fluid under pressure may be used. Theforward and reverse movement, as well as stopping of the engine, isaccomplished by changing the position of the distributingvalvel withoutthe use of link-motion or reverse-gearing between the power-shaft anddriven shaft or other such complication and without touching thethrottle-valve. All motion and stopping is controlled from one of the`handles by which the engine is held and manipulated. The entirestructure is compact and simple. By removing the cover'at the side ofthe casing the crankshafts, valve-driving shaft and stem, pitmen, andpistons may be removed and the entire mechanism of the engine renderedaccessible. The drill or other tool may be easily and convenientlyremoved from the socket, and the tool-socket may be formed close up inthe casing, as no access to the tool-shank from the sides is necessaryto remove the tool, the latter being pushed out endwise by thefeedscrew, yoke, and pin. As the feed-pipe is connected to the casingaway from the handles, the drag of the air-hose will not be exerted uponthe handle, and the manipulation of the engine by the handles will beeasy. The advance, reverse, and stop is under easy control of one handholding the engine. As each two cylinders and their pistons areconnected to one crank-shaft andthe two crankshafts and thevalve-driving shaft are geared to one gear-wheel, the action ofall partswill be synchronous.

'.Othermodes of `applying the principle of my invention may be employedfor the mode herein explained. Change may therefore be made asregardsthe mechanism thus disclosed, providedthe principles of construction setforth respectively in the following claims are employed.l

I therefore particularly point out and distinctly claim as myinventionl. In an engine, the combination with a piston-cylinder andpiston therein, of a valvechamber having an inlet-port and adistributing-p ort, and a revolving distributing-valve having means forlongitudinally shifting it and formed with a feed-recess which mayconnect the inlet and distributing ports in one longitudinal adjustmentof the valve, a feed and exhaust recess having an exhaust-opening andwhich may register with the distributing-port in such adjustment andconnect the inlet and distributing ports in another longitudinaladjustment and have the exhaust-opening closed, and an exhaust-recesswhich may register With the distributing-port j in such last adjustment.

2. In a portable engine of the character described, a main casing, anexhaust-tube upon said casing and forming one manipulatinghandle andoperatively connected to the distributing-valve of the engine to controlthe forward and reverse rotation and the stoppage of the engine andmovable to be opererated by the hand holding the handle, adiametrically-opposed closed handle, and an inlet-nipple upon the casingfor the attachment of the motive-fluid-supply tube.

3. In a portable engine of the character described, twodiametrically-opposed laterallyprojecting manipulating-handles, one ofsaid handles operatively connected to the distribl uting-valve of theengine to control the forward and reverse rotation and the stoppage IOOof the engine and movable to be operated by the hand holding the handle.

4. In a portable engine of the character described, alaterally-projecting handle-tube having exhaust-passage through it, adistributing-valve having an exhaust-passage connected to thehandle-tube passage and movable to cut off exhaust fr om the engine, anda f handle-sleeve movable upon the handle-tube and constructed to movethe valve with it to adjust itv for distribution for forward or reversemovement or to cut off the exhaust and thus stop the engine.

5. In a portable engine of the character described, the combination ofan engine-casing having an engine within it and an axial shaft rotatedby the same, a distributing-valve for the engine, an inlet-nipple on theside of the casing for attachment of the motive-fluid-sup- IIO ply tube,a laterally-projecting handle-tube upon the casing and havingexhaust-passage through it, a handle-sleeve rotatable upon such tube andconnected to the distributingvalve to move the same to forward, reverseand stop positions, and a diametrically opposite handle upon the casing.

v 6. In an engine, the combination with a plurality of piston cylindersand pistons therein, of a cylindrical valve-chamber having an annularset of inlet-ports and an annular set of distributing-portscommunicating With the piston-cylinders, a cylindrical valve connectedto be rotated from the pistons and provided with a feed-recess which mayregister with and connect the inlet-ports and distributing-ports, a feedand exhaust recess which may register with and connect the inlet anddistributing ports and having an exhaust-opening, and an exhaust-recesswhich may register with the distributing-ports and formed with anexhaust-opening, and means for longitudinally sliding the valve so as tobring the feed-recess to register with the inlet-ports anddistributing-ports and the feed and exhaust recess to register with thedistributing-ports and have its exhaust-opening uncovered or to shiftthe valve to have the feed and exhaust recess register with theinlet-ports and distributing-ports and have its exhaust-opening closedand the exhaust-recess to register with the distributing-ports.

7. In an engine, the combination with a plurality of pistoncylinders andpistons therein and a rotary distributing-valve for such cylinders andlongitudinally movable to place it in distributin position for forwardor reverse motion of the engine or for stopping the same and having anaxial exhaust-passage, of an exhaust-pipe communicating with suchexhaust-passage and caable of being longitudinally adjusted toongitudinally shift the distributing-valve.

8. In an engine, the combination with a plurality of piston-cylindersand pistons therein, and a rotary valve connected to be rotated from thepistons and longitudinally movable to distribute motive iiuid to thecylinders for forward and reverse movement and for stopping the engineand formed with an axial exhaust-passage, of a tubular exhaust-handleregistering with the exhaustpassage of the valve, an exhaust-tube withinsuch tubular handle, and a'handle-sleeve revoluble and longitudinallymovable upon the tubular exhaust-handle and connected to theexhaust-tube, wherebyvsaid tube and the distributing-valve will belongitudinally shifted to control the engine by manipulation of thehandle-sleeve.

9. In an engine, the combination with a plurality of piston-cylindersand pistons therein, and a rotary valve connected to be rotated from thepistons and longitudinally movable to distribute motive iuid to thecylinders for forward and reverse movement and for stopping the engineand formed with an axial exhaust-passage, of a tubular exhaust-handleregistering with the exhaustpassage of the valve, an exhaust-tube withinsuch tubular handle, a handle-sleeve revoluble and longitudinallymovable upon the tubular exhaust-handle and connected to theexhaust-tube and formed with a spiral end edge, and a stud against whichsuch edge bears and rigid on the tubular exhaust-handle, whereby saidtube and the distributingvalve will be longitudinally shifted to controlthe engine by manipulation of the handle-sleeve.

10. In an engine of the character described, the combination of twopairs of single-acting piston-cylinders arranged parallel and each pairin a plane parallel to the plane of the other, pistons in said cylindersand having pitmen, two crank-shafts geared together and having each twodiametrically-opposed cranks and each pair of cranks at right angles tothe other and having the pitmen connected to them, a cylindricalvalve-chamber having four distributing-ports connected by channels tothe ends of the cylinders and annularly arranged at four quarters of thecylindrical chamber and having the channels of the one pair of cylindersconnected to consecutive distributing-ports in the valvechamber andcrossing each other, and a rotary valve in the valve-chamber having afeed-recess and exhaust-recess in its sides, whereby the feed to andexhaust from the cylinders in each pair is consecutive and crossing overfrom the last cylinder in one pair to the first cylinder in the nextpair.

ll. In an engine of the character described, the combination with aplurality of pistoncylinders and pistons therein, and a cylindricalvalve-chamber having a circumferential series of distributing-ports tothe cylinders, of a cylindrical valve in such chamber and connected tobe rotated from the pistons and formed in its sides with acircumferential feed-recess and a circumferential exhaust-recess, thecircumferential distance between the rear edge of the feed-recess andforward edge of the exhaust-recess being greater than between the rearedge of the exhaust-recess and the forward edge of the feed-recess,whereby the period of expansion after admission will be longer than theperiod between the exhaust and admission.

12. In an engine of the character described, the combination with aplurality of pistoncylinders and pistons therein, and a cylindricalvalve-chamber having a circumferential series of distributing-ports tothe cylinders, of a cylindrical valve in such chamber and connected tobe rotated from the pistons and formed in its sides with acircumferential feed-recess and a circumferential exhaust-recess, thecircumferential width of the feed-recess being less than thecircumferential width of the exhaust-recess and the circumferentialdistance between the rear edge of the feed-recess and forward edge ofthe exhaust-recess being greater than between the rear. edge of theexhaust-recess and the forward edge of the feed-recess, whereby theperiod of admission will be shorter than the IOO period of exhaust andthe period of expansion after admission will be longer than the periodbetween exhaust and admission.

13. In an engine of the character described, the combination with aplurality of pistoncylinders, of a cylindrical distributing-valvechamber having circumferentially-arranged ports to said cylinders, and acylindrical valve in such chamber connected to be rotated and formedwith circumferential feed and exhaust recesses and constructed to belongitudinally shifted to bring such recesses in relation to said portsfor forward or reverse movtion or stoppage of the engine.

14. In an engine of the character described, the combination withactuating-cylinders and a rotary distributing-valve constructed tocontrol motive fluid for such cylinders for forward or reverse movementor stoppage of the engine by being longitudinally adjusted, of ahandle-tube axially arranged in its relation to `such valve, anexhaust-tube within the handle-tube and having its end abutting againstthe valve, a handle-sleeve upon the handle-tube and connected to theexhausttube and formed with a spiral inner end edge notched atpredetermined points of its convolution, a stud rigid in the handle-tubeand having such spiral edge bearing against it and engaging the Anotchesin the same, a spring forcing the handle-sleeve inward, and a springforcing the valve outward.

15. In an engine of the character described, the combination of theengine-casing, the rotary shaft formed with the tool-socket 7 andjournaled axially within the casing, the axial feed-screw threaded in'the casing, the hori- Zontal valve-stem 34 intersecting the axial lineof the casing, and the pin 17 having the yoke 18 encircling thevalve-stem and capable of being engaged by the inner end of thefeed-screw. l

16. In an engine of the character described, the combination of theengine-casing formed with two pairs of cylinders, the cylinders of eachpair being parallel to each other and the two pairs of cylinders beingimposed one pair upon the other, an axial shaft journaled in the casingand carrying a cog-wheel, pistons in the cylinders `and having pitmen,two

crank-shafts each having diametrically opposite cranks standing at rightangles to each other and having the pitmen pivoted to them, a shafthaving a pinion engaging the cogwheel and having a bevel-gear at itsend, a distributing-valve for the, cylinders, and a valve-stem for suchvalve and having a bevel gear-wheel atits end engaging theotherbevelgear.

17. In an engine of the character described, the combination of fourpiston-cylinders arranged in pairs, one pair imposed upon the other, acylindrical bushing in a bore through the web between the cylinders andhaving four distributing-ports arranged at right angles to each other,one of said ports communicating with the first of the upper pair ofcylinders, the next following port communicating with the second of saidcylinders, the next following of said ports communicating with the firstof the lower pair of cylinders and the next following of said portscommunicating with the second of the lower pair of cylinders, and arotary valve in said bushing rotating in the direction of the portsdescribed and formed with a feed-recess in one side and anexhaust-recess in the other side and registering with the ports.

18. In an engine of the character described, the combination of thecylinders 1a, 1b, 1C and 1d, having the ports 30a, 30h, 30c and 30d, avalve-chamber formed with the recess 65 and channel 66, the recess 67and channel 67a, the recess 7 0 and channel 71 and the recess 68 acrosssaid recess 7 0 and having channel 69 the bushing 31 formed with theinlet-ports and the distributing-ports 61, 62, 64 and 63, respectivelycommunicating with said recesses, and the rotary valve within saidbushing and formed with a feed-recess 72, the feed and exhaust recesses73 75 having the exhausopening 74 and also formed with the axialexhaust-port 33.

In testimony that I claim the foregoing to be my invention I havehereunto set my hand this 23d day of July, 1902.

ERNEST C. MEYER.

Witnesses:

WM. SEoHER, H. SMITH.

